Acoustic signaling apparatus for railways.



No. 813,619. PATENTED FEB. 2'7, 1906. E. GOEN-OAGLI.

ACOUSTIC SIGNALING APPARATUS FOR RAILWAYS.

APPLICATION FILED 001224, 1902.

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APPLICATION IILEI) 00124, 1902.

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INVELN'T'CR wnmaascs ATTOR NEYS 'No. 818,619. PATENTED FEB. 27, 1906. E. OOBN-GAGLI.

ACOUSTIC SIGNALING APPARATUS FOR RAILWAYS.

APPLICATION FILED 00124, 1902.

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E. GOEN-GAGLI.

ACOUSTIC SIGNALING APPARATUS FOR RAILWAYS.

APPLICATION FILED 001'. 24, 1902.

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APPLICATION FILED OCT, 24, 1902.

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INVENTOR ATTO R N LYS No. 813,619. PATENTED FEB. 27, 1906. E. GOEN-OAGLI.

ACOUSTIC SIGNALING APPARATUS FOR RAILWAYS. APPLICATION FILE-D 00124, 1902.

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ATTO R N CYS No. 813,619. PATENTED FEB. 27, 1906.

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ACOUSTIC SIGNALING APPARATUS FOR RAILWAYS.

APPLICATION FILED 00% 2 1902.

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M QW f ay/vim ENRICO COEN-(JAGLI, OF NAPLES, ITALY.

ACOUSTIC SIGNALING APPARATUS FOR RAILWAYS.

Specification of Letters Patent.

Patented Feb. 27, 1906.

Application filed October 24,1902. Serial No. 128,613.

To all whom it may concern Be it known that I, ENRIOO COEN-CAGLI, civil engineer, a subject of the King of Italy, residing at Naples, Italy, have invented new and useful Improvements in Acoustic Signaling Apparatus for Railways; and I do hereby declare the following to be a full, clear, and exact description of the same.

My invention relates to an automatic fog signaling apparatus designed to work beside or in connection with ordinary fixed signals when fog, snow-storms, smoke, or other similar circumstances render the air so thick as to prevent the driver from seeing the optical signals. More exactly, the appliance is directed to produce by the action of trains a detonation in order towarn the driver that he is approaching a fixed signal or to give him evidence as to the position of such signal by producing a detonation when the fixed signal is set at danger, but remaining'inactive when the fixed signal is set to indicate that the line is clear.

For the better understanding of the invention reference is to be had to the accompanying drawings, in which Figure 1 is a top view of the detonating apparatus. Fig. 2 is a section on line A B of Fig. 1. Fig.3 is a top view of the mechanism actuating the detonating apparatus when applied on a double line. Fig. 4 is a section on line C D of Fig. 3. Fig. 5 is a section on line E F of Fig. 3. Fig. 6 is a section on line G H of a detail of Fig. 1. Fig. 7 is the top view of the mechanism actuating the detonating apparatus when applied on a single line. Fig. 8 is a section on line I L of Fig. 7. Fig. 9 is a horizontal projection of a second form of execution of the detonating apparatus. Fig. 10 is a section on the line M N of Fig. 9. Fig. 11 is the horizontal projection of asecond form of execution of the brake apparatus. Fig. 12 is asection on line E F of Fig. 1 1. Fig. 13 is a view, on an enlarged scale, of a detail of Fig. 8. Fig. 14 is a section on line P Q of Fig. 13.

The detonating apparatus consists of an endless chain 1, whose links are made to support a thin metal plate, on which are fixed two or three ordinary fog-signals or detonators 2. The chain is supported by two horizontal pulleys 3 and 4 and is laid down parallel to the line outside the rails. -On the bearing of the pulley 3 is fitted a lever 5, provided with a tappet 6, Figs. 1 and 6, acting upon a series of projections 7, distributed on the upper side of one pulley. At the free end of the lever 5 is linked on the side the rod 8, connected, by means of the rods 9 and 10, Figs. 3 and 7, to the mechanism actuating the detonating apparatus and on the other side the bar 11, supported by a bearing 12 and provided at its end with a tappet 13, Fig. 2, acting on the lever 14 of a hammer 15, so that when the bar 11 is drawn to the right, Fig. 2, the hammer 15 is first lifted and then released, the upward movement of the hammer being limited by a catch 70. Thereupon the hammer falls under the action of its own weight and its head, provided with percussionpoints, strikes an anvil, on which are successively brought by the rotation of the pulley 3 the groups of detonators carried by the chain 1. When the apparatus is in its position of rest, the percussion-points remain some distance above the detonators, owing to the sup,

port given by a small eccentric 17, whose position is regulated by means of the fork 18, connected to the bar 11, so that as soon as this bar is withdrawn the eccentric releases the hammer. This arrangement is designed to allow the chain to be turned by hand, working on the pulley 3, in order to replace the detonators, as hereinafter explained. The chain is supported at suitable intervals by rollers 19.

The mechanism actuating the detonating apparatus is operated by the action of the trains, and this mechanism actuates the rods 8 and 11, and thus by means of the connections before described the pulley 3 is rotated and the hammer 15 is raised. This mechanism consists of a pedal 20, Figs. 3, 4, 7, and 8, turning on a pivot 21 and connected by a bar 22 to a piston 23, Fig. 5, whose cylinder 24, filled with liquid, is in communication with a pressure-chamber 25, filled partly with the same liquid and partly with compressed air. The bar 22 carries a roller 26, on which rests a lever 27, mounted on a shaft 28, bearing a counterweight-lever 29, connected, through the rods 10 and 9, to the controlling-rod 8, Fig. 1, actuating the pulley 3 and the hammer 15. The pressurein the chamber 25, Fig. 5, is so regulated that the piston keeps the pedal and the lever 29 raised, as shown in the drawings. This pressure may be obtained either by introducing through the cock 30, Fig. 3, into the chamber as much liquid as will be required for raising to the desired degree the pressure of the air inclosed in said chamber or by introducing first ICC .a certain quantity of liquid and then the compressed air.

The three-way cook 30 is provided with two arms for the fitting up of a pump and of a pressure-gage. On the bottom of the chamber 25 is placed a valve 31, closing from top to bottom and provided with a small hole 32, protected by a cap of metallic web. This valve must always be covered by the liquid. When the first wheel of a train lowersthe pedal 20, the piston 23 slides down, driving out the liquid through the valve 31 into the pressure-chamber 25, and the lever 27 being thereby deprived of its support 26 allows the lever 29 to freely turn down under the action of its counterweight, causing, by means of the rods 10, 9, 8, and 11, a partial rotation of the pulley 3 and the raising of the hammer 15. The projection of the pedal above the rail and the extent of movements depending thereon are so regulated that each lowering of the pedal causes the chain 1 to move forward a link and lift at the same time the hammer, which by its fall causes the explosion of the fresh detonators brought by the forward movement of the chain on the anvil 16. The length of the rod 9 is so regulated that even in the case of the most rapid trains the explosion takes place in due time to be perfectly heard by the driver. The rod 9 is, moreover, connected to the rods 8 and 10 by means of two screw-coupling boxes, so as to be able to correct the position of the pedal, according to the small level variations of the rails. The arrangement of the valve 31, as before described, is directed to allow the liquid to flow rapidly from the cylinder 24 into the pressure-chamber 25 and to prevent it from being rapidly sent back in the opposite direction, compelling it to flow very slowly through the small hole 32. In this way the piston acts also as a brake directed to keep the pedal lowered for a certain time after a train-wheel has left it.

Thepivot 21 of the pedal 20 is supported by a sliding block 34, sliding on a plate and connected, by means of a rod 36 and a lever 37, to a horizontal shaft 38, fitted with a counterweight-lever 39, kept in the position shown in Figs. 3, 4, and 5 by another counterweight-lever 40, which is fitted loose on the same shaft in an ascending way, but not in a descending one, being held back by a tooth fixed upon the lever. (Not shown on the drawings.) In this way when the lever is raised the lever 39 can lower and causes thereby the withdrawal of the sliding block 34 from underneath the support-pivot of the pedal. Such movement causes the pedal to turn on the pivot joining it to the piston-rod 22 and to sink below the level of the rail, thereby preventing the apparatus from being operated by the train. The said movement can be performed from the station by means of a wire 41, connected to one of the arms of the lever 40. When, however, the apparatus has to work in connection with optical signal, the wire 41 connects the lever 40 to the lever of said signal, so as to keep the pedal raised that is to say, the'apparatus is in its firing po sition when the visual signal is at danger. If in a third case the apparatus has to work in connection both with the station and with the visual signal, two wires 41 42 are provided, as shown in Figs, 3, 4, and 5, each fitted with a catch 43, adapted to act upon the head of lever 40 and kept taut by means of a counteracting-weight 44. It follows from such arrangements that when the apparatus is set in inoperative position from the station it does not work whatever may be the position of the fixed signal; otherwise the apparatus works in obedience to the position of the fixed signal.

The arrangement of the levers 39 and 40 is adapted to allow the apparatus to be worked either from the station or from the fixed signal even when the pedal is kept down by a passing train, in which case as soon as the latter is over the sliding block 34 will be withdrawn, by means of the lever 39, from beneath the supporting-pivot of the pedal. If this is not required, the lever 39 can be omitted and the lever 40 is then fixed on the shaft 38.

If the apparatus is applied on a single line, the mechanism actuatlng the detonating apparatus, Figs. 7 and 8, includes besides the parts mentioned above a counter-pedal 45, situated immediately after the pedal 20 on the station side and connected, by means of a bar 46, to a second piston 47, whose cylinder 48 is in communication with a pressurechamber 25, common to both cylinders and provided at its bottom with two valves like the valve 31 above described. Between the two piston-rods is suspended a swinging bar 49, carrying a wedge 50, directed to be pushed in one or in the other direction by two arms 51 and 52, carried, respectively, by the piston-bars 46 and 22 when these are sunk by the lowering of their respective pedals. The bar 49 is, moreover, provided with a tooth 53, adapted to abut when the counter-pedal is lowered against a corresponding projection 54 of the shaft 28 in order to prevent the latter turning under the action of the counterwieght 29 when the pedal 20 is lowered. The heads of the arms 51 and 52 are so shaped that when one of them has pushed in one direction the bar 49 the other arm, lowering in its turn cannot push it in the opposite direction, but rather cooperates to secure it in the position in which the first arm has pushed it. Thus when a down-train arrives at the apparatus, lowering first the counter-pedal 45 and, successively, the pedal 20, the shaft 28 is prevented from turning, and the lowering of the pedal 20 has thereby no effect on the detonat- ICO ing apparatus. When, on the contrary, an up-train arrives at the apparatus, sinking first the pedal and then the counter-pedal, the former will actuate the detonating apparatus as if the counter-pedal did not exist. The counter-pedal is, like the pedal, fitted on a pivot 55, carried by a sliding block 56, sliding on a plate 57 and actuated .by a rod-58, connected, like the rod 36, actuating the sliding block 34, to the lever 37. In this way the pedal and the counter-pedal are at the same time brought into or out of the firing position by the wires 41 and 42.

The apparatus is cased in two boxes 59 and 60, fixed on sleepers altogether independent from the line. The box 59 is provided, Figs. 1 and 2, with an explosion-chamber 61, whose Vertical walls are provided with suitable slits through which the groups of detonators are successively brought on the anvil and then driven again into the box 59. This box is closed at its upper side by a cover which can be opened in order to allow the replacing of the detonators turning by'hand the chain.

The detonating apparatus is provided with three electric mechanisms directed to warn the station by the ringing of a bell, first, that on the passage of a train the explosion has taken place; second, that after the passage of the train all movable parts of the apparatus have reassumed their normal position third, that the detonators are about to be all exploded. The first mechanism consists of a plate 62, suspended against an opening made in one of the vertical walls of the explosionchamber 61 and adapted to produce under the shock imparted to it by the explosion a short closing of an electric contact 63. The second mechanism consists of a contact 64, Fig. 6, fitted on a suitable support 65 and adapted to be closed by the pawl 6 when the latter on its movement toward the normal position turns in order to pass over one of the projections 7. The third mechanism consists of a plate 66, Fig. 1, the length of which is greater than the distance between two successive groups of detonators whereon it rests. As soon as exploded detonators arrive beneath the plate 66 this latter lowers and causes thereby the closure of an electric contact 67. The latter mechanism includes another electric contact 68, fitted on the same support 65 of the contact 64 and adapted to be closed by the lever 5, when this takes up again its normal position for the purpose hereinafter described. The contacts 63 and 64 and the double contact 67 68 are inserted on three separate circuits branching off from the main circuit 69 of the bell placed near the station. The closure of the contact 63 produces a very short ringing, that of the contact 64 a longer ringing, ceasing only when all parts of the mechanism have reassumed their normal position. The closure of the contact 67 produces a continuous ringing,

ceasing only when the detonators are renewed, unless in the meanwhile another train happens to approach, in which case, by means of the second contact 68, the ringing is interrupted as soon as the lever 5 is displaced in order to enable the signals corresponding to the contacts 63 and 64 to be produced distinctly and commence again only when the lever 5 has reassumed its normal position. In such way a single bell with only one circuit for the three signals is suflicient without fear of any confusion.

If the number of detonations required for a whole days work is not great, the detonating apparatus can be simplified by substituting for the endless chain 1 a disk 3, provided with radial arms carrying each a group of two or three detonators 2, as shown in Figs. 9 and 10. The disk is caused to go round by means of a lever 5, fitted on the bearing of the disk and provided with a tappet 6, acting upon a series of projections 7, distributed on the upper side of the disk. At the free end of the lever 5 is linked a bar 73, connected with a bar 11, supported by a bearing 12 and provided with a tappet 13, acting on the lever 14 of a hammer 15. The bar 11 is by means of the rod 8 connected with the mechanism actuating the detonating apparatus. The lifting of the hammer is limited by a catch 70, and the longitudinal movement of the bar 73 is limited by a catch 74, fitted on it and directed to strike upon one of the projections 7 of the disk 3 in order to prevent the latter from turning more than an interval between two adjoining groups of detonators. The hammer falling under the action of its own weight strikes with its head, provided with percussion-points, on the fresh detonators brought by the turning of the disk 3 on the anvil 16 and causes them to explode. In. order to allow the renewal of the detonators, by turning the disk 3 by hand the hammer is; kept in the normal position of the apparatus some distance above the detonators by means of a Wedge 72, acting upon a projection 71 of the hammer-lever 15.

If the working of the apparatus requires only a limited number of detonators, the brake mechanism can be arranged as shown in Figs. 11 and 12. Th s mechanism consists of a chamber 25, cut out in the interior of the piston 23 and provided with a valve closing from top to bottom, this valve being always covered with liquid.

I claim 1. An automatic apparatus for acoustic signals on railways comprising a hammer, an anvil to receive the detonators, means actuated by the passage of the train for operating said hammer and means actuated by the passage of the train in the opposite direction for throwing said first-mentioned means out of operation, said means being used on a single track, substantially as described.

2. In an acoustic signal device, a hammer, an anvil, means for supplying detonators to the anvil, means for operating the hammer, said means being actuated by the passage of a train, and electric means for indicating when the parts are in a position of rest, substantially as described.

3. In an acoustic signal device, a detonating apparatus, a pedal, a cylinder, a piston therein, said piston supporting one end of the pedal, and means supported by said piston and connected to the said detonating apparatus for operating the same when the piston is pressed down by the train acting on the pedal, substantially as described.

4. An automatic apparatus for acoustic signals on railways comprising a pedal adapt ed to be operated by the passage of the trainwheels, an anvil, a hammer, means carrying the detonators operated by the lowering of said pedal, and an eccentric that in its position of rest holds the hammer at a level somewhat above the detonators and in operative position allows of the free falling of the hammer.

5. An automatic apparatus for acoustic signals on railways, comprising a hammer, an anvil to receive the detonators, a pedal in combination with a piston-rod, a pivot on said piston-rod, a lever supported by said pivot, a shaft on which said lever is mounted, a counterweight-lever on said shaft, mechanism carrying the detonators anda rod connecting said mechanism to the beforemen tioned lever so that on the lowering of the pedal the parts will be put in operative position, substantially as described.

6. An automatic apparatus for acoustic signals on railways comprising a hammer, an anvil to receive the detonators, a pedal, connections from the pedal for operating the hammer, a piston-rod connected to said pedal, a piston, a pressure-chamber controlling the motion of the pedal, said chamber being partially filled with liquid and partially with compressed air, substantially as described.

7. An automatic apparatus for acoustic signals on railways, comprising a hammer,

an anvil to receive the detonators, a pedal, connections from the pedal to the hammer for operating said hammer, a piston-rod connected to said pedal, a pressure-chamber filled with liquid and compressed air, and a valve opening upward when the piston lowers, said valve having a small hole therein allowing the liquid to pass slowly when the piston rises so that said piston acts as a hydropneumatic brake, substantially as de scribed.

I 8. An automatic apparatus for acoustic signals on railways, comprising a hammer, an anvil to receive the detonators, a pedal, connections from the pedal to the hammer for operating the hammer, a piston-rod connected to one end of the pedal, a sliding block connected with the other end of the pedal, a

shaft connected to the said block, a counterweight-lever on said shaft and transmissionwires from the visual signal or from the station for setting down the pedal out of the action of the trains or to set it up again in working position, substantially as described.

9. An automatic apparatus for acoustic signals on single-line railways, comprising a hammer, an anvil to receive the detonators, a pedal, a piston-rod connected thereto, a sliding block also connected with the pedal, a detonator apparatus for placing the detonators on the anvil, a lever for working said apparatus, a shaft therefor, said pedal acting on the said lever, a counter-pedal placed immediately after the first pedal on the station side, a sliding block connected to said counter-lever, a piston-rod also connected to said counter-lever, an oscillating bar actuated by the piston-rods, a communicating wedge on said bar and a projecting tooth adapted to stop the shaft which bears the lever working the detonator apparatus, substantially as described.

10. In an automatic apparatus for acoustic signals on railways, a detonating apparatus acted on by the passage of the train, an anvil, an explosion-chamber above the anvil for the expansion of the gases and an oscillating plate closing at each explosion an electric circuit in order to signal the explosion at the station, substantially as described.

11. In an automatic apparatus for acoustic signals on railways, a detonating apparatus, a lever acted on by the passage of the train, a rod having a to-and-fro'motion, rotary mechanism carrying the petards acted on by the movement of the said rod in one direction, an electric-alarm-operating circuit, and means for closing said circuit, said means being operated by the movement of said rod in the other direction.

12. In an apparatus for acoustic signals on railways, a detonating device, mechanism for carrying the petards to the detonating device, a contact 67, a plate tending to rest on said contact, said plate and contact being placed a short distance from the detonating device, said plate projecting over the petards and being raised above the contact by said petards so that when the exploded petards begin to pass under said plate it will be allowed to fall on the contact, a bell-operating circuit in which the said plate and contact are placed, the closing of said circuit producing a continual ringing of the bell thus announces that the petards are about to become exhausted, an interrupter, operated by the detonating device for temporarily interrupting the continual ringing of the bell.

, E. OOEN-CAGLI.

Witnesses:

W. U. GENEDETTI, HECTOR DE CASTRO. 

